Road or pavement



1. V. ANB I. BARRETT.

aoAn on PAVEMENT.

APPLICATION FILED MAY l, 1919,.

@351,691 mmm Aug.. 3L ma.

2 SHEETS-SHEET l.

J. V. AND T. J. BARRETT.

ROAD 0R PAVEMENT.

APPLlcArloN FILED MAY1, 1919.

l 35 l 6.07 l Patented Aug. 31, 1920.

2 SHEETS-SHEET 2.

UNITED .sl'rAs PAT OFFICE.

JAMES V. BARRETT, OF BORDENTQWN, AND THOMAS J. BARRETT, OF FIELDSBORO,NEW JERSEY.

ROAD 0R PAVEMENT.

Application led May 1, 1919.

To ZZ I/zom it may concern.'

Be it known that we, JAMEs V. BARRETT and Tuonrxs J. BARRETT, citizensof the lnited States. residing in Bordentown and Fieldsboro` Burlingtoncounty, New Jersey, respectively, have invented certain improvements inRoads or lavements, of which the following isa specification.

()ur invention relates to the construction of roads, pavements and thelike, and one object of our invention is to utilize in such road orpavement the naturally rounded rocks. large pebbles, and the like foundin gravel beds or dredged from rivers or streams: the same beingutilizable up to a size not exceeding six or eight by` twelve inches,with which may be combined a certain amount of broken stone, graduatedin size to that passing a two or two-and-onehalf inch ring and normallyemployed as the road metal in the construction and formation of macadam,telford. or bitulithic roads; the whole being bonded into a solidconcrete mass or body by the addition of a suitable proportion ofhydraulic cement, gravel, sand, stone screenings, and the like, with theaddition of water in proper and suitable proportion.

The larger material is designed to form the sub-base or first layerdeposited or placed yupon the excavated roadbed, and before thecementing or concreting additions of such sub-base or layer arecompletely set, itv isto receive a second layer of concrete,approximately three inches in thickness, made from-hydraulic cement,broken stone, pebbles and the like, the larger portions of whichaggregate should preferably pass a two inch ring, and on top of this, alayer of concrete, approximately three inches in thickness, is to beplaced, in which the mineral aggregate is considerably finer andconsists largely of fine pebbles, sand, small broken stone, and thelike, with the proper quantity of hydraulic cement and the necessarywater. In preparing the several layers of concrete, they should befairly Wet to insure complete filling of the voids by the finer portionsof the aggregate, and to insure also that the several layers will befirmly bonded or tied together in a solid and substantially homogeneousmass.

The total thickness of the road or roadbed thus prepared may beapproximately twelve inches, of which the base consisting Specificationof Letters Patent.

Patented Aug. 31, 1920.

Serial No. 293,965.

of the larger pieces of mineral aggregatecobble stones, broken stone andthe like, may be at least six inches in thickness, and the subsequentlayers or those parts of the road which are laid as layers; beingfinally bonded into a homogeneous` mass by the cementing materialpresent, may approximate three inches each, or a tot-al of approximatelytwelve inches; the material of the road being progressively finer fromthe sub-base to the wear surface of the same.

A further feature of our invention is the provision of wheel treads ortrackways in the surface of the road, which are designed to receiveasphaltic, tarry, or bituminous material, preferably material containinga relatively large proportion of mineral matter, and this aspli'altic orcomposition trackway, of whatever material it may be composed, is toreceive a metallic reinforce, which may extend from the finished surfaceof the material forming the trackway to the bottom of the recess formedin the wear surface of the concrete road. l this metallic reinforce isin the form of a continuous strip of metal, with its ends anchored inthe concrete, and it may be made of bars having a cross sectionalcontour of such a character as to interlock with the concrete \as wellas with the asphaltic material filling the recesses and constituting thewheel trackways of the roadbed. Instead of pouring the asphaltic, tarry,or bituminous material, we may prepare the same in the shape ofpreformed slabs or strips of suitable length and proper width andthickness, which slabs or strips are prepared with a metallic reinforceof suitable character.

The special trackways may be approximately twenty inches in width, orany other desired width, with concrete spaces between them ofapproximately forty-one inches or other suitable dimensions that willproperlyv accommodate the wheel treads of various trucks and othervehicles usingsuch form of road.

These and other features of our invention are more fully describedhereinafter, reference being had to the accompanying drawings, in which:

Figure l, is a perspective view, partly in section, of a roadway builtin accordance with our inventioiusliowing also the trackways formed inthe surface of the same.

Fig. 2, is a plan view of one form of metallic reinforce which may beemployed in such trackway.

Fig. 3, is a cross sectional view of the same.

Fig. 4, is a sectional view illustrating a trackway having a relativelyshallow reinforce and 'special supporting means for the same.

Fig. 5, is a perspective view showing the use of protective edge stripsfor the recesses receiving the composition to form the trackways.

Fig. 6, is a similar view showing reinforcing members combined with theprotective edge strips.

Fig. 7, is aplan view of a road or pavement having trackways made up ofpreformed slabs of asphaltic, bituminous, or tarry material.

Fig. 8, is a perspective view of one type of preformed slab within thescope of our invention, and

Fig. 9, is a perspective view of one form of metallic reinforce withinthe scope of our invention which may be employed with the preformedslabs.

In buildinga road in accordance with our invention, we propose to employfor the lower portion of the base of the same7 genierally indicated at1, the larger rounded cobbles or pebbles from natural sandbanks ordredged from river sand beds, which may be of a size not exceeding sixinches in one dimension, in order that such base may approximately comewithin such dimension, with which may be combined broken stone ofvarious sizes and dimensions to fill the voids between such cobbles orpebbles, and then the whole surface receives a mixture of fineraggregate, which may include sand, stone screenings, hydraulic cementand water, in order that all of the voids of such base may be filled anda solid concreted body developed. It will be understood, of course thatprior to placing the material to form the sub-base, the roadway will beexcavated to the proper depth and properly prepared to receive the same.

In constructing such sub-base, the concreting material may be placed ondry and raked into the voids, after which water may beapplied and thewhole rolled with a heavy roller; additional material being supplied asfast as the plastic or liquid portions thereof pass into the voids,until a substantially solid, voidless base or sub-base is prepared,which is preferably of a thickness approximating six inches, more orless. This subbase is thoroughly compacted by rolling; a very heavyroller being preferred.

The concreting materials of the base or sub-base 1 should be kept in awet or green condition until the second layer of concreting material isspread upon the first. Such second layer of material, generallyindicated at Q, may include pebbles, and broken stone passing a two inchring. with a suitable addition of sand, smaller broken stone, hydrauliccement. and the like, and, preferably, this material is prepared in anordinary concrete mixer and dumped on the main base or sub-base l assoon as the latter .is thoroughly compacted. The second layer issubsequently rolled to a thickness approximating three inches. lhilethis second layer is still in a moist or green condition, the finallayer of concrete, generally indicated at 3, and which may consist ofcement, sand, stone screenings and fine pebbles, with the prope amountof water, is laid; bringing the road to the proper height or crown toconstitute the finished surface, and this layer is spread and finishedin any usual or approved manner and thoroughly rolled until a completelydense layer with a relatively smooth wear surface 4 is provided.

ln preparing the wear surface of the road, we provide for the formationof special trackways 5, of asphaltic, bituminous, or tarry material, byplacing suitable planks or other means designed as spacers to formrecesses 6 in the finished road surface, and such recesses may beapproximately two inches in depth, by twenty inches in width, or 'anyother suitable dimensions, extending lengthwise of the road and spacedapproximately forty-one inches apart, or any other width that willproperly accommodate the traflic. Four of such trackways are preferablyprovided so that the traffic may have specially prepared trackways orpaths in both directionswhich are intended to keep the trafiic on propersides of the road in both directions.

In order that the material employed may firmly knit to the bottom of thetrackways, such bottom surfaces are left relatively rough, as indicatedat 4, and in order to increase the wearing ability of such asphalticmaterial, we preferably include metallic reinforcing means in the same.This may be in the form of a continuous bar 7, bent upon itselfsubstantially in serpentine fashion, as illustrated in the drawings, soas to constitute a wear-resisting element substantially continuous withthe trackways, and it may be of a thickness extending to the bottom ofthe recess, or the recess may be provided with bars 8, extendinglongitudinally'of the same, as indicated in Fig. 4, upon which anarrower metallic reinforce 7 may rest whereby its upper Vsurface isbrought substantially flush with the finished surface of the roadway. lfdesired, the reinforcing strip may be apertured so that the materialconstituting the trackways may be interlocked therewith.

1n forming these recesses in the concrete surfaces, it may be desirableto round the edges of the concrete walls to avoid chip ing ping thesame, or in lieu of this nosing strips 9, which may be of metal, may beemployed, as shown in Fig. 5, between which the asphaltic, bituminous,or tarry material may be laid to fill the recesses. Additionally, thesenosiug strips may carry lateral projections 1() to serve as reinforcingmeans, as shown in Fig. which may lie in the upper portion of theasphaltic, bituminous, or tarry body and take the place of theserpentine reinforcing material formed by the bars T, or the projections10 may extend to the bottom of the recesses.

When the serpentine reinforce is em,- ployed, it may have a narrow crosssectional contour with concaved sides T", as shown in Fig. 3, whereby itwill be interlocked with the asphaltic, bituminous` or tarry materialemployed, and preferably the free ends 7 of the same are bent out anddownwardly and anchored in the side walls, or other portion of theconcrete, so as to insure against projection from the roadbed and avoiddan! ger of puncturing tiresor otherwise damaging wheels or other partsof vehicles passover the roadway.

In the form of trackways as proposed with reference to the form of roadshown in Fig. 1, our object has been to provide re- Y cesses in theupper portion or wear surface of the concrete road which subsequentlyreceive the composition or other material of an asphaltic, bituminous,or tarry nature comprising such trackway.

In lieu of this method of procedure, we may employ preformed slabs ofasphaltic, bituminous, or tarry material, of suitable dimensions. asShown at 11 in Figs. 7 and 8, with which may be combined suitablemetallic reinforcing means in .the form of serpentine or other strips12.' These slabs may be laidV during the buildingl of the top layer ofthe road in such position as to come flush with the top surface; theconcreting material forming such top surface being poured upon andadjacent to these strips while they are held in proper position withrespect thereto to form the desired trackways longitudinally ofthe road.For this purpose, strips of wood or metal 13 may be laid in the concreteand properly stayed by braces 14 or'other means between which thepreformed slab's may be placed, or such slabs may be anchored inposition by any suitable means, or any other method of procedure thatwill insure the proper disposal of the slabs with respect to the roadmay be employed. l

The concrete will be laid right up against the slabs, and if the spacingstrips 13 are employed, they may be. removed prior to the setting of theconcrete and the spaces occupied thereby properly filled in. If metallicspacing strips-are employed, they may be -left in the roadbed and formreinforced shoulders for the concrete to prevent the edges of the samebreaking down.

The metallic reinforcing means for the slabs may be in the form of barsextending lengthwise or crosswise of the slab, or a substantiallyserpentine reinforce may be employed, as indicated in Figs. T, 8 and 9.This reinforce may have its ends 12n proj ect ing, preferably downwardlyand outwardly, so as to be embedded in the concrete, thereby tying theconcrete roadbed to such preformed slabs or the reinforcing portionthereof, and anchoring the ends against damage to the trafiic. In someinstances, it may be desirable to provide the metallic re inforce withapertures 15, as shown in Fig.

9, so that the asphaltic, bituminous, or tarry material constituting theslab may interlock with the reinforce and hold the 'same securely inplace.

The trackways being filled with asphaltic, bituminous, or tarryInaterial will,

-in a large measure, constitute longitudinal expansion joints for theroadway, preventing-lateral displacement of the same; it beingunderstood, of course, that the usual type of expansion joints disposedlaterally with respect to the road are also employed. l A particularadvantage resides inthe use of the naturally rounded rocks and largepebbles found in sand banks or dredged from rivers, creeks, and otherwater courses,

in'tliat such form of'mineral aggregate is of solid, dense formation.Stone removed from rock formation is usually, if not always, obtained bythe use of an explosive, and in addition to breaking the same from itsnatural base, each portion removed-has been subjected to stresses andstrains which frequently leave it with cracks and fissures which cannotstand up under the strains imparted to it when employed.v in roadconstruction. This is inevitably true of the larger pieces of such formof mineral aggregate. It is, of course, much less so of the smallerpieces or those passing a ring two or two-an .lonel1alf inches indiameter; the usual means lemployed for testing for size. Vhile theSmaller portions of mineral aggregate may be usefully employed to' fillthe voids between the large rocksor pebbles, and also as a definiteportion of the intermediate layer of the concrete roadbed, wespecifically wish to avoid the use of large sections of broken stone asany part of the relatively thick base or sub-base of our im proved roadwhich, when concreted together 1n a homogeneous mass with its voidsfilled, forms a solid footing or foundation, usually arched acrossthe,road and providing avmost substantial support for the main body andinches in thickness, in which the mineral aggregate is graduated in sizefrom the subbase to the top surface of the roadbed, and wherein all orsubstantially all of the voids are filled with concreting material.

Additionally, we have provided such a roadbed with trackways having acushioning value that will greatly relieve the stresses and strainsapplied to the road by the traffic, and additionally we have providedthese trackways with reinforcing means so that the life of the same isequal to or greater than that of the road.

It will be understood, of course, that in the building of such a road,expansion oints will be provided at more or less definite intervals 4toinsure compensation for any strains which may be set up in the roadduring construction or after the Same-is built; all of which is withinthe scope of the general art of road building.

lVhile we havedescribed the use of these special trackways in aspecially built concrete road` it will be understood that it is entirelypracticable to constructsuch trackways in various kinds of roads alreadyin use by scoring and excavating or otherwise removing portions of thesurface of the same in paralleling lines, and then filling in suchrecessed portions with composition material of anasphaltic, bituminous,or tarry nature, or with the preformed slabs illustrated in Figs. 7 and8.

In resurfacing such `forms of roads, it may be desirable to put concretecurbings or copings, or metallic strips directly adjacent the bodiesofmaterial forming the trackways, with any suitable form'ofpaving-macadam, telford, bitulithic, or the like, between such trackwaystrips, or between the curbing or coping supporting the same, all ofwhich is within the scope of our invention.

While we have shown specific embodiments of the various details of ourinvention, it will be understood that they are largely for illustrativepurposes, and that various modifications of the same entirely within',the scope of our invention may be substituted therefor, all of whichis within the scope of the appended claims.

We clai'm:I

1. A concrete roadway or pavement having a recess extending lengthwiseof the wear surface of the same and of substantially uniform depth, afilling of asphaltic, bituminous, or tarry paving material in saidrecess, and metallic reinforcing strips interlocked ywith said pavingmaterial; the projecting ends of said metallic. reinforcing strips beingembedded in the body of the road.

2. A roadway or pavement having longitudinal recesses in its surface,guards protecting tlie'edges of said recesses, and preformed slabs ofelastic or cushioning paving material filling said recesses and lyingflush with the surface of the road.

3. A roadway or pavement having longitudinal recesses in its wearsurface, guards lprotecting the edges of said recesses, preformed slabsof elastic or cushioning paving material filling said recesses and lyingflush with the surface of the road, and metallic reinforcing meanscarried by said slabs and extending from top to bottom of the same.

4. The combination of a roadbed having its surface provided with aplurality of recesses, asphaltic, bituminous, or tarry material fillingsaid recesses, and metallic reinforcing means therefor, the ends ofwhich reinforcing means are embedded in the roadbed.

5. T he combination with the wear surface of a roadway, of parallelingtraclm'ays extending longitudinally of such roadway and comprisingelastic paving material with metallic reinforcing means therein; thereinforcing means being in the form of continuous strips withI its endportions anchored in the roadway.

(i. A concrete roadway or pavement having a recess extending lengthwiseof the wear surface of the same and of substantially uniform depth,preformed slabs of asphaltic, bituminous, or tarry paving material insaid recess, and metallic reinforcing strips interlocked with the pavingmaterial of said preformed slabs; the projecting ends of said metallicreinforcing strips being embedded in the body of the road.

7. The combination of a roadbed having its surface recessed, metallicnosing strips for the edges of said recesses, a body of asphaltic,bituminous, or tarry paving material filling said recess and flush withthel surface of the roadbed. and metallic reinforcing means extendingthrough said paving4 material. l

8. The combination of a roadbed having its surface recessed, metallicnosing strips for the edges of said recesses, preformed slabs ofasphaltic, bituminous, or tarry paving material filling said recess andflush with the surface of the roadbed, and metallic reinforcing means-extending through said pre-formedslabs of paving material.

S). The combination of a roadbed having its surface provided with aplurality of paralleling recesses. metallic nosing strips for the edgesof said recesses, asphaltic, bituminous, or tarry paving materialfilling said recesses and flush with the surface of the roadbed, and,metallic reinforcing means therefor extending through said pavingInaterial; the. ends of which reinforcing means are embedded in theroadbed.

10. ^The combination of a roadbed having its surface provided with aplurality of paralleling recesses.. metallic nosing strips for the edgesof said recesses, preformed slabs of asph'altic, bituminous, or tarrypaving material filling said recesses and llush with the surface of theroadbed, and metallic reinforcing means therefor extending through saidpreformed slabs of paving material;

4the ends of which reinforcing means are embedded in the roadbed.

ll. The combination with the wear surface of a roadway, of parallelingtrackways extending longitudinally of such roadway and comprisinglongitudinal metallic strips bounding said trackways and elastic pavingmaterial with metallic reinforcing means embedded therein disposedbetween said longitudinal metallic strips.

12. The combination with the wear surface of a roadway, of parallelingtrackways extending longitudinally of such roadway and comprisinglongitudinal metallic strips bounding said Atrackways and preformedslabs of elastic paving material with metallic reinforcing meansembedded therein disposed between said longitudinal metallic strips.

13. The combination with the wear surface of a roadway, of parallelingtrackways extending longitudinally of such roadway and comprisinglongitudinal metallic strips bounding saidtrackways and elastic pavingmaterial with metallic reinforcing means embedded therein disposedbetween said longitudinal metallic strips; the reinforcing means beingin the form of continuous strips with their end portions anchored in theroadway.

14. The combination with the wear surface of a roadway, of parallelingtrackways extending longitudinally of such roadway and comprisinglongitudinal metallic strips bounding said trackways and preformed slabsof elastic paying material with metallic reinforcing means embeddedtherein disposed between said 'longitudinal metallic strips; thereinforcing means beingV in the form of continuous strips with their endportions anchored in the roadwa JAMES V. BAR ETT. THOMAS J. BARRETT.

